Pressure control apparatus



.Aug. 6,1940 H. SCHIROKAUER I 2. 2 10,044

PRESSURE CONTROL APPARATUS Filed D80; 27, 1957 6 Sh t s t 1 I ATTORNEYS.

Aug. 6, 1940.

H. SCHIROKAUER PRESSURE CONTROL APPARATUS s Sheet s-Sheet 2 Filed Dec. 27, 1937 1 I I l l X l llllllllll l I I I l I l II.

Aug. 6, 1940.

H. SCHIROKAUER PRESSURE CONTROL APPARATUS Filed Dec. 27, 1937 6 Sheets-Sheet 3 g 6, 0- H. SCHIROKAUER 2,210,044

PRESSURE CONTROL APPARATUS Filed Dec. 27, 1937 6 Sheets-Sheet 4 H. SCHIROKAUER PRESSURE CONTROL APPARATUS Aug. 6, 1940.

Filed D50. 27, 1937' a Sh eets-Sheet 5 Afro/May f A118. 6, 1940- H. SCHIROKAUER 2,210,044

PRESSURE CONTROL APPARATUS v I Fi led Dec. 27, 19:57 a Sheets-Sheet 6 MIKE/V70? Patented Aug. 6, 1940 PATENT OFFICE PRESSURE CONTROL APPARATUS Heinz Schirokauer,

Stockholm, Sweden, aasig'nor to Gnnnar Mannheimer, Sknruborg, Ektorp.

Sweden Application December 27, 1937, Serial No. 182,009 In Sweden January 30, 193'! 20 Claims.

motive power, for instance in an internal combustion engine with electric ignition the ignition circuit or in a Diesel engine the fuel pump. It has been previously proposed to provide an operating device, such as a membrane-controlled switch, responsive to the fluid pressure so that a suillcient pressure will keep said vital member operative whereas an insuillcient pressure will make the member inoperative so that the machine or engine comes to rest. The invention has inter alia for its object, particularly in the case of motor' cars, to bridge over the starting period so as to preclude that the lubricating oil pressure, being insufilcient during the starting of the engine, should impede the action of the ignition circuit, without thereby incurring any risks for theproper operation of the engine.

The essential feature of the invention consists 80 in that an auxiliary device renders the vital member operative at the starting moment before the fluid pressure has attained its requisite value, whereas a timing device maintains, independently of the operating device, the vital member opera- 85 tive during a period of time which, on the one hand, is such that at a normal supply of fluid and a normal starting up process the pressure will have suflicient time to reach the predetermined pressure limit, and which, on the other hand, will not exceed a period of insuflicient pressur admitted as non-detrimental.

The invention will be more closely described with reference to the accompanying drawings,

and in conjunction therewith also further feaea tures of the invention will be disclosed.

In the drawings,

Figure 1 is a transverse section of an arrangement according to one embodiment of the invention.

Figure 2 illustrates the invention as applied to an ignition coil and other electrically controlled accessories normally included in a motor car,

Figure 3 illustrates the invention as applied to 55"an ignition coil combined with a magneto,

Figure 4 shows a modified realisation of the invention as applied to a manually operated member, Figure 4a is a sectional view on line 4a,4a, Figure 4, whereas Figure 5 is a section taken along the line 5-5 in Figure 4, Figure 5a is an ele- 5 vation showing details of the construction shown in Figures 4 and 5.

Figures 6 and "7 show circuit diagrams according to modified realisations in connection with ignition coils,. and

Figure8 shows, in section, an arrangement according to the invention as applied to Diesel en-' gines.

The arrangement shown in Figure 1 is provided with a T-tube i, the two branches 2 and 3 of which are intended to be, included in a piping for oil under pressure of an internal combustion engine, for example. appertaining to a motor car. The tube i is at its top in the shape of a lamelliform box 4, the upper side of which is covered by a membrane 5. The box 4 is surrounded by an outer casing 6 in which the electrical operating device is contained. Said device consists of a solenoid I,- one terminal of which is connected via a wire 8 to an electrical starting device 9 of the engine, the other terminal (not shown) being associated with the casing 6. ,A soft iron core i0 is slidable within the solenoid, the lower end of said core being, through the intermedium of an insulating separator Ii, fastened to a pin l2 which is fixed to the membrane 5. The core i0 is connected, via a wire IS, a leading-through insulator and a wire IE, to an ignition switch I6 which in closed position connects the negative pole of the battery with an electrical ignition device 30 of .the engine. On the core I0 there is provided a contact piece 11. This latter cooperates with a contact piece l8 slidable'in a cavity I9 provided in an iron sleeve designed to form an armature 20. The contact piece i8 is suspended on a helical spring 2!, the upper end of which is fixed to a set screw 22a. By turning the set screw 22a the contact piece I8 may obviously be elastically set to different initial positions relative to the contact piece II. The armature 20 is surroundedby an insulating ring 22 which is retained in place by a. lower sleeve 23 provided on the armature. Immediately above the insulating ring 22 there is provided a recess 24. The armature 20 is suspended in a leaf spring 25 which, when the solenoid is without current, maintains the armature in the initial position shown in the figure. The leafspring 25 is connected, via a wire 29, to the ignition device-30. V

A bimetallic or thermostat member 26 is rigidly mounted at its one end, whereas its other end is movable, under the influence of temperature variations, in a plane perpendicular to the axis of the solenoid. The free end of the thermostat member has a small projection 21 and when the armature is in its depressed position, this projection is intended to come into locking engagement with the recess 24 in the armature. The arrangement operates in the following manner.

When the engine is to be started, the ignition switch i6 is first closed, so that the negative pole of the battery is connected, via the wire IS,

the insulator i4, the wire l3 and the core iii, to the contact .piece l1. When thereupon the starting pedal 9 is actuated, a branch circuit is closed through the wire 6 and the solenoid 1 to the body or frame, thereby causing the solenoid to be current-carrying and to attract the armature 26 against the action of the spring 25. Upon reaching its attracted operative position the projection 21 snaps intothe opening 24 and retains the armature in its said position. At the same time, the contact piece l6 has been brought into elastic contact with the contact piece i1 so that the current path from the negative pole of the battery now continues through the contact piece l8, the armature 26 and then, on the one hand, through therecess 24, the projection 21, and a heating winding 26 to the casing 6 and. on the other hand, through the spring 25 and the wire 29 to the ignition device 36.

Two different processes are now possible.

Case 1 Due to the starting of the engine the oil pressure in the conduit 2, 3 is built up so that the membrane 5 is bent somewhat upwards, and the pressure finally attains a predetermined minimum value. In the meantime, the current passing through the heating winding 26 has heated the thermostat member 26 so that the latter tends to pull the projection 21 out of the recess 24 so as to release the armature. The heating period of the thermostat is assumed to be determined in such a manner as to be somewhat longer than the normal period for buildingup the fixed minimum pressure of the lubricating oil so that the release of the armature occurs only after said pressure has been reached. Already long before that time the current from the starting device 9 has ceased, the armature 26 may thereafter return freely to the initial position shown on the drawings, the tension of the spring 2| being assumed to be so chosen or the adjusting screw 22a to be set in such a way that, as long as the pressure on the membrane 5 is equal to or exceeds a prescribed value, electric contact between the contact pieces I! and I8 will be maintained also in the initial position of the armature, whereby the current path through the core 26, the spring 26, the wire 23 and the ignition device 36 remains included in circuit.

Case 2 indicated in Case 1, so that for a correct adjustment oi the contact piece l3 an interspace is formed between the contactpieces I1 and I6 and the current supply to the ignition device 36 interrupted, whereby the engine automatically comes to rest.

Hereby is prevented seizing in the engine due to insufficient oil supply. At an unsuccessful starting the battery will not be unduly discharged in case the operator forgets to open theignition switch I6.

In the embodiment shown in Figure 2, the invention is assumed to be applied to an ignition coil 3| which is enclosed in a casing 32, for example of cylindrical shape. Said casing is structurally associated with a casing 33 enclosing switching means of the design described in connection with Figure 1, yet modified in the following respects. Via a wire 34 the spring 25 is connected with a through wire 35 extending to a number of accessories normally present in motor vehicles, such as a petrol gauge 36, direction indicators 31, a stop signal 33, a windshield cleaner 39, a sight or anti-frost pane 46, a ventilator 4|, a heating element 42, etc. Moreover, the wire 34 is connected with one end of the primary winding of the ignition coil 3|, the other end of which is earthed via a wire 43 and a malre-and-break contact 66, 61 known per se and actuated by a cam member 68 in timed relation to the rotation of the engine so that the primary circuit from the battery 91 is periodically interrupted and thus induces high tension currents in the secondary circuit of the ignition coil. One terminal of the latter coil may be connected with the primary circuit, whereas its other pole is connected through a wire 99 with a distributor 44. The

latter distributes in a manner known per se the a high-voltage impulses to the spark plugs provided in the cylinders of the engine. The wire 13 has been extended upwards within the casing 33 and is connected to a through wire 45 which is associated. via the ignition switch 16, with the negative pole of the battery 91. The starting device 9 is connected, via a pedal controlled switch 46, with the negative pole of the battery 31.

In this circuit arrangement there is not included in the primary circuit of the ignition coil any series resistance otherwise often employed in circuits of this kind. Said primary circuit may, therefore, during the operation of the engine be passed by a current, the instantaneous value of which exceeds considerably the highest permissible value that could be permitted in the case of continuedly closed make-and-break contacts 66, 61, which occurs, for example, if in an ordinary motor vehicle having no control devices according to the present invention, the driver stops the engine and forgets to open the ignition circuit and the make-and-break contacts then occupy their closed position. Such a permanent state can never occur according to the present invention, since upon the stopping of the engine the oil pressure falls and the membrane 6 displaces the member l6 downwards so that the contacts l1, l8 are opened and the primary circuit oi the ignition coil 3| interrupted. Due to this preventive measure, the primary circuit may thus be'adapted to present the same total, comparatively low resistance during the starting period as in normal operation.

In the embodiment indicated in Figure 3 there is fixed to the membrane 41 a rod 46 provided at its upper end with a flange 46. The latter is maintained in depressed position by means of a spring 66. Slidably arranged on the rod 46 is an armature 5| which cooperates with a sleeve 52 likewise slidable on the rod 48. The armature 5| cooperates magnetically with a stationary iron core I25. At its upper what widened and provided with an insulating ring 58 cooperating with a contact point 54 which is fastened to a bimetallic member 55 and connected with one terminal of the heating winding 56 thereof. Accommodated on the rod 48 is a contact arm 51 the right hand end of which is provided with an aperture and fitted on an insulated pin 58. The interior of said pin is made of metal and designed in the position shown in the figure makes contact with the arm 51 and connects the latter with the terminal 80 and the magneto 8|. The opposite end of the contact arm 51 is fitted with a contact piece 52 insulated from the arm, said piece being by means of a flexible conductor 83 connected to the primary circuit of the ignition coil and the through wire 35. The movable contact piece 82 cooperates with a fixed contact piece 54 which is connected both with the through wire 45 and the right hand terminal of the heat ing winding 55.

The arrangement operates in the following manner. When the starting contact 45 is closed and the starting device 9 commences operation, the coil 1a becomes current-carrying and attracts the armature 5|. The latter is raised together with the sleeve 52, with the result that the contact 54 snaps in under the wider portion of the sleeve 52 and retains the sleeve in its upper position. At the same time, the contact arm 51 is raised against the action of an elastic force 85 so that the contacts 82, 84 are closed. As a result circuits are closed, on the one hand, via ignition switch I8, wire 45, which is connected to the negative pole of battery 91, heating winding 58 and contact 54 to the earth-connected sleeve 52 and, on the'other hand, via wire 45, contacts '84, 52 and wire 63 to the primary circuit of the ignition coil and parallel therewith to the wire 85 inclusive apparatus connected thereto. Simultaneously with the raising of the contact arm 51 a leverage is produced on account of the contact pressure between the members 82, 64 so that the right hand end of the arm .51 is raised from the contact piece 59. After the lapse of a certain time the thermostat member 55 is heated so that the contact 54 is pulled outwards and the sleeve 52 is free to fall down, unless before that time a sufllcient oil pressure has been built-up under the membrane 41. However, if the oil pressure is insuflicient, the contacts 82, 54 are opened, whereby the primary circuit of the ignition coil is interrupted, and at the same time the right hand end of the contact arm 51 is brought anew into conductive contact with the member 58 so that the magneto BI is earthed via clamping screw 58, -,me mber'.59,' arm 51, sleeve 52, rod 48, membrane 41 and the body orframe. If the membrane 41 is made of insulating material a special earth connection should be. arranged.

As will be seen in'Flgure between the upper end of the rod 48 and the overlying cover is a definite fraction of the interspace I21 between the upper side of the armature' 5| and the under side of the iron core I25. This causes that the raising of the sleeve 52 by magnetic action from the armature 5| will be of such an extent that the contact 54 can snap in under the wider portion of the sleeve 52, whereas the corresponding raising caused by the membrane 41 is not suflicient to actuate the contact 54.

end the sleeve is someto form a, flange 59 which 'sulating plate 14 distributor 44. The bar 3, the interspace I28 4 In the arrangement showninl 'lgures 4 51x15, the solenoid 1 of Figure 1 has been replaced by a push button 88 adapted to be actuated mechanically or manually. The button may be arranged for various operation. Thus, for example, in the shown embodiment the button ishollow and slidable in a casing 18 and provided on its inside. with an annular flange 1| engaging with the inside of said casing. A contact ring I88 is provided on the under side of this flange. The button is normally retained in its upper position shown on the drawings under the influence of a compressionspring 12, one end of which rests against the inner bottom surface of the button 88 and the other end against a rod 13. The lower end of said rod 18 is fixed to an inwhich forms part of a casing 15 enclosing the ignition coil 88. Slidably mounted on the rod 18 is a sleeve 18 the upper portion of which is slideable within the push button 58 and the lower end of which has downwardly extending lugs 11. At its upper part the sleeve 18 is somewhat thicker and provided with a matailic piece 18 insulated on its diametrically opposed side the sleeve has a further contact piece 18. The lower shank of the contact piece 18 terminates flush with an insulated sliding surface 88 provided on the sleeve.- With said surface 88 cooperates a pawl 8| of a bimetallic member 82 the lower end of which is held in position by a flange on the rod 13 in the cover 14 and which .is provided with a heating winding 88. one terminal of said winding is connected to the body or frame at I84, whereas its other terminal is connected to the pawl 8|. A membrane 84 controlled by the oil pressure cooperates with the one insulated end 85 of a contact arm 81 rocking on a shaft 85. A spring 88 located on the shaft 88 tends to retain the arm 81 in its upper position shown in the flgure. The arm 81 is provided with an opening 88 through which the thermostat member 82 and the rod 18 but not the sleeve 15 can pass freely. The upwardly swinging movement of the arm 81 caused by the spring 88 is opposed by the end 85 bearing on the membrane 84. At its right hand end the arm 81 is provided with three upwardly extending lugs .88, 8|, 82 which form sliding contacts. These lugs cooperate with correspondingly curved statlonary contact bars 88, 84, and 85, respectively.

The contact bar 88 is connected, via a wire 85, to

the battery 81 across the ignition switch I8. The bar 84 is connected to the primary winding of the ignition coil 88, whereas the appertaining secondary winding via a wire 88 is connected to the 85, see Figure 5, is connected to the petrol gauge 88 and other devices via wires III and I82. The contact piece 18 is connected, via a contact arm 81. The contact piece 18 is connected, via a wire I88, to a starting relay I88 which controls the main contacts of the starting motor '8 in a manner known per se.

The arrangement operates manner. when the button 58 is depressed against the action of the spring 12, the flange 1| is brought to actuate the upper end of the sleeve 18 so that the contactring I88 comes into contact with the contact pieces 18 and 18 and the sleeve 15 is pressed downwa whereby the lugs 11 press the contact arm 81 downwards so that the lugs 88, 8|, 82 make contact with the bars 88, 84, and 88. At the same time, the pawl 8| snaps in over the contact piece therefrom and having a. U-shaped cross-section shown in the figure, and

flexible conductor I85, to thein the following 18 so that the sleeve 18 is.

.break contacts are in closed position.

locked in its lower position. As a result, the following circuits are closed:

1. From the negative pole of the battery 91 via ignition switch I6, wire-96, bar 93, lug 90, contact arm 81, lug 9i, bar 94 and the primary circuit of the ignition coil 98 across the make-and-break contact (not shown) to the body of the vehicle.

2. From the contact arm 81 there is branched ofl a current path through contact lug 92 and bar 95, wires IOI, I02 and to the petrol gauge 38 and other devices.

3. From the contact arm 01 there is branched oil a current path via wire I05, contact piece 10, contact ring I06, contact piece 19, wire I to the winding of the starting relay I03 and earth, whereby the engine is started.

4. From the contact arm 81 there is branched off a current path via wire I05, contact piece 18, pawl BI and heating winding 83 to the body at I04.

The winding 83 is heated and, after the lapse of a predetermined period, the pawl 0| is moved out of engagement with the contact piece 18 so that the sleeve 16 is released and the four current paths are opened again, and the arrangement returns to the initialposition shown in Figure 4, provided a sufllcient oil pressure has not been built-upbefore that time to the left of the membrane 84, in which case the end 85 retains the arm 01 in its swung-down position and the current paths Nos. 1 and 2 remain closed.

Figure 6 shows the circuit diagram of an embodiment modified in relation to Figure 2, in which embodiment the member I01 is assumed to be actuated mechanically as inFigure but as to its function corresponds to the armature. 20 of Figure'z. In this arrangement the primary circuit of the ignition coil, containing the battery 91, starting switch I6, contacts I1, I8, lowtension coil I00 and make-and-break contacts 66, 61 together with appertaining wires has an invariable resistance during the starting-up process as well as during normal operation. The burning of the ignition coil in case of a still-standing engine is prevented by the sinking of the oil pressure, whereby the membrane 5 automatically causes the opening of the contacts I1, I8 and thus precludes the formation of a continuedly closed ignition circuit if the driver forgets to disconnect the ignition lock and the make-and- Through the present invention it isby this means rendered possible to design the ignition coil without regard to the above-mentioned risk, i. e. all current limiting means hitherto used, such as a series resistance or a high self-resistance of the primary winding, are superfluous. Said circumstance also influences the insulation of the igni-' tion coil. The facts stated above result in that the total resistance of the primary circuit may be reduced relative to the resistance of the devices hitherto used so that the mean value of the primary current in the operation of the engine, and thus the spark effect, becomes considerably higher, which is of particular importance during the starting moment.

According to. the invention it is also possible to provide a special series resistance I09 for the primary coil I08, Figure '7 Said resistance I09 is conveniently provided with two short-circuiting terminals H0 and III which are arranged to be actuated directly or indirectly by the bimetallic member 26 upon the action of the'latter (see Figure 1). As long as the bimetallic member occupies its outer position and thus rests against the insulation 22, the contacts IIO, III

these are closed andshortcircuit the resistance I09. However, as soon as the bimetallic mem- 4 ber 26 has been heated after the lapse of the predetermined starting period, it is bent outwardly, the short-circuit automatically removed and the resistance I09 introduced into the circuit.

In thearrangement shown in Figure 8 and relating to a Diesel engine, H3 is a regulator for the fuel pump, whereas II 4' is a rocker arm for transmitting the regulating .motion to a rod II5 to which the accelerating member of the pump (not shown) is connected. On account of the action of a spring I I8, the rod I I5 tends to occupy a position as far to the right on the drawing as possible. The rod II 5 is-interrupted at I I1 and is continued on the other side of the point of interruption by means of a link system I I8 known per se. The two abutting ends are designed to form solenoid armatures II9, I20 and are surrounded by a solenoid I2I which is secured to a flange I22 appertaining to the link system. The field winding of the coil I M is protected, on its inside, by a non-magnetic lining I23. The magnet coil I2I is connected, via a flexible conductor, to the fastening point of the contact arm 25. Said arm 25 forms part of a control arrangement of the kind described in conjunction with Figure l.

The arrangement operates in the following A manner. As long as the arm 25 is current-carrying from the battery 91 and the wire I3 and the contacts I1 and I8, the solenoid I2I maintains the two ends H9 and I20 pressed against one another and the fuel pump carries-on its function to supply the Diesel engine with fuel. If the oil pressure is insufflclent during normal operation or after the end of the starting period at the starting of the engine, the contacts I1 and I8 are opened and, as a result, the ends I I9 and I20 are de-energized and the interconnection between the parts H8 and III interrupted, the fuel pump becomes inoperative through the action of the spring vI I6 and the engine comes to a standstill. I

It is evident that the membrane 5 may be actuated by other fluids under pressure of importance for the engine, besides the lubricating oil. Thus, it can also be imagined that the membrane is controlled by the pressure from the cooling air or the cooling water of the engine.

What is claimed is:

l. A pressure control apparatus comprising a fluid-controlled operating device, a vital member actuated by said device so as to be operative in case of suflicient fluid pressure and inoperative in case of insufilcient pressure, an auxiliary device lndependent of said operating device and adapted to render said vital member operative at the starting moment before the fluid pressure has reached a fixed value, and a timing device controlled by the auxiliary device but independent of the operating device and adapted to hold the vital member operative during a fixed period of time.

2. A pressure control apparatus for engines to be started by an electric starting motor, comstarting moment before fluid pressure hasduring a fixed period of time independently or said startingmotor, a fluid-controlled operating device, a vital electric circuit controlled by said operating device in response to fluid pressure, an auxiliary device controlled by said starting circuit so as to render said vital circuit operative at the reached a fixed value, and a timing device controlled by said auxiliary device to hold said vital circuit operative during a fixed period of time independently of said operating device. I

3. A pressure control apparatus for engines to be started by an electric starting motor, comprising an electric starting circuit controlling said switch operative during a fixed period of crating device.

5. A pressure control apparatus for enginesto time independently of said operating device.

4. A pressure control apparatus for engines to be started by an electric starting motor, comprising an electric starting circuit controlling said starting motor, a fluid-controlled operating device, an electric circuit, vital to the operation oi the engine, a switch controlling said vital circuit and itself controlled by said operating device in response to fluid pressure, an electromagnetic-relay, a field winding of said relay associated with said starting circuit, an armature of said relay controlling said switch so as to render the vital circuit operative when starting the engine before pressure reaches a requisite value, and a timing device controlled by said armature to hold said switch operative during a fixed period of time independently of said opbe started by an electric starting motor, comprising an electric starting circuit controlling said motor, a" fluid-controlled membrane, an electric circuit, vital to the operation of the engine, a switch controlling said vital circuit,.a solenoid associated with said starting circuit, a rod-shaped member coaxial of said solenoid and slidable in its longitudinal direction and associating said membrane with said switch, an armature of said solenoid controlling said switch in response to the operation of the starting circuit, and a timing device controlled by said armature to hold said switch operative during a fixed periodoi time independently of said membrane.

6. A pressure control apparatus for engines to be started by an electric starting motor, comprising an electric starting circuit controlling said motor, a fluid-controlled membrane, an electric circuit, vital to the operation of the engine, a switch controlling said vital circuit, a solenoid associated with said starting circuit, a rod-shaped member coaxial of said solenoid and slidable in its longitudinal direction and associating said membrane with said switch, an armature of said solenoid, a sleeve-shaped member associated with said armature and coaxial with said solenoid and slidable in its longitudinal direction relatively to said rod-shaped member and controlling said switch in response to the operation of the starting circuit, and a timing device controlled by said armature to hold said switch operative -erating device and said membrane.

LA pressure controlapparatus for engines to be started by an electric starting motor, comprising an electric starting circuit controlling said a motor, a fluid-controlled membrane, an electric circuit, vital to the operation of the engine, a switch controlling said vital circuit, a solenoid associated with said starting circuit, a rod-shaped member coaxial of said solenoid and slidable in its longitudinal direction and associating said membrane with one electrode of said switch, an

armature of said solenoid, a sleeve-shaped memhber associated with said armature and coaxial with said solenoid and slidable in its longitudinal drection relatively to said rod-shaped member and associatedwith an opposing electrode of said switch, and a timing device controlled by said armature to hold said switch operative during a fixed period of time independently of said mem.-,

brane.

8. A pressure control apparatus for engines to be started by an electric starting motor, comprising an electric starting motor, comprising an electric starting circuit controlling said motor, a fluid-controlled membrane, an electric circuit,

vital to the operation of the engine, a switch controlling said vital circuit, a solenoid associated with said starting circuit so as to be currentcarrying when the starting circuit is operative, a rod-shaped member co xial of said solenoid and slidable in its longitu nal direction and associating said membrane with said switch, an armature of said solenoid controlling said switch in response to the operation of the starting circuit, and a timing device controlled by said armature to hold said switch operative during a fixed period of time independently of said membrane.

9. A pressure control apparatus for engines to be started by an electric starting motor, comprising an electric starting circuit controlling said motor, a fluid-controlled operating device, an electric circuit, vital to the operation or the en- 'gine, a switch controlling said vltalcircuit and itself controlled by said operating device in response to fluid pressure, an auxiliary device associated with said starting circuit and controlling said switch so as to render the vital circuit operative when starting the engine before pressure has reached a requisite value, and a timing device controlled by said auxiliary device to hold said switch operative during a fixed period of time independently of said operating device and a common housing accommodating said operating, auxiliary, and timing devices as well as said switch.

10. A pressure control apparatus comprising a fluid-controlled operating device, a vital member actuated by said device in response to fluid pressure, an auxiliary device independent of said opadapted to render said vital member operative at the starting moment before the fluid pressure has reached a fixed value, and a thermostatically timed locking device controlled by the auxiliary device for holding said vital member operative during a fixed period of time independently of said operating device.

11. A pressure control apparatus for engir 2s to electric circuit rendered operative by said operatin: device, an auxiliary device controlled by said starting circuit so as to render saidvital circuit operative at the starting independently of tension generating member controlled by said operating device in response to fluid pressure, an auxiliary device controlled by said starting cir cuit and controlling said generating member so as to render this operative independently ofsaid operating device at the starting moment before fluid pressure has reached a fixed value, and a timing device controlled by said auxiliary device to hold said generating member operative during a fixed period of time independently of said operating device, and a structurally combined casing accommodating said generating member and said operating, auxiliary and timing devices, joined to form a self-contained unit.

13. A pressure control apparatus for engines with electrical high tension ignition and to be started by an electric motor, comprising an electric starting circuit controlling said starting motor, a fluid-controlled operating device, a high tension generating member, a switch governing said generating member and itself controlled by said operating device in response to fluid pressure, an auxiliary device controlled by said starting circuit and controlling said switch so as to render said generating member operative independently of said operating device at the starting moment before fluid pressure has reached a fixed value, and a timing device controlled by said auxiliary device to hold said switch and generating member operative during a fixed period of time independently of said operating device, and a structurally combined casing accommodating said generating member, said switch, and said operating,

auxiliaryand timing devices, joined to form a self-contained unit.

14. A pressure control apparatus for engines with electrical high tension ignition and to be started by an electric motor, comprising an electric starting circuit controlling said starting motor, a fluid-controlled operating device, a high tension generating member controlled by said operating device in response to fluid pressure, an auxiliary device controlled by said starting circuit and controlling said generating member so as to render this operative independently of said operating device at the starting moment before fluid pressure has reached a fixed value, and a timing device controlled by said auxiliary device to hold said generating member operative during a fixed period of time independently of said operating device, and a structurally combined casing accommodating said generating member and said operating and auxiliary devices, joined to form a self-contained unit.

15. A pressure control apparatus for engines with electrical high tension ignition and to be started by an electric motor, comprising an electric starting circuit controlling said starting motor, a fluid-controlled operating device, a high tension generating member, a switch governing said generating member and itself controlled by said operating device in response to fluid pressure, an auxiliary device controlled by said starting circuit and controlling said switch so as to render said generating member operative independently of said operating device at the starting moment before fluid pressure has reached a fixed value, and a timing device controlled by said auxiliary device to hold said switch and generating member operative during a fixed period of time independently of said operating device, and a structurally combined casing accommodating said generating member, said switch, and said operating and auxiliary devices, Joined to form a self contained unit.

16. A pressure control apparatus for engines having ignition coil with primary and secondary circuits, make-and-break contacts controlling said primary circuit, a fluid, the pressure of which depends on the operation of the engine, a

fluid-controlled operating device controlling said primary circuit in response to fluid pressure, an

auxiliary device independent of said operating device and adapted to render said primary circuit operative at the starting moment before the fiuid pressure has reached a fixed value, a timing device controlled by the auxiliary device but independent of the operating device and adapted to hold the primary circuit operative during a fixed period of time, and a structurally combined casing accommodating said ignition coil and said operating and auxiliary devices, assembled to form a self-contained unit, said primary circuit being adapted on the one hand, to be passed, during the operation of the engine, by a current, the highest instantaneous value of which essentially exceeds the highest permissible value that can be allowed at continuedly closed makeand-break contacts, and on the other hand, to be made current-less automatically under the infiuence of the operating device when the engine comes to a standstill.

17'. A pressurecontrol apparatus for engines having ignition coil with primary and secondary circuits, a change-over switch adapted to control theprimary ampere-turns of the coil so that they are comparatively high at starting and compara: tively low at normal running, a fluid the pressure of which depends on the operation of the engine, a fluid-controlled operating device controlling said primary circuit in response to fiuid pressure,

an auxiliary device independent of said operat-' ing device and adapted to render said primary circuit operative at the starting moment before the fluid pressure has reached a fixed value, a timing device controlled by the auxiliary device but independent of the operating device and adapted to hold the primary circuit operative during a fixed period of time, and a connection between said change-over switch and said timing device to shift the former simultaneously with the latter.

18. A pressure control apparatus for Diesel engines having supply of fuel as well as pressurefiuids, other than fuel, said apparatus comprising an operatingdevice, responsive to fluid pressure, a fuel feeding device controlled by said operating device so as to be operative in case of sufiicient fiuid pressure and inoperative in case of insufii'cient pressure, an auxiliary device independent of said operating device and adapted to render said fuel feeding device operative at the starting moment before fluid-pressure has reached a fixed value, and a timing device controlled by the auxiliary device to hold the fuel feeding device operative during a fixed period of time independently of said operating device.

19. A pressure control apparatus for Diesel engines having supply of fuel as well as pressurev sure and inoperative in case of insufllcient pressure, an auxiliary device independent of said operating device and adapted to render said electro-magnetic means operative at the starting moment before fluidpressure has reached a fixed value, and a timing device controlled by the auxiliary device to hold said electromagnetic means operative during a fixed period of time independently of said operating device.

20. A pressure control apparatus for Diesel engines having supply of fuel'as well as pressurefluids, other than fuel, said apparatus comprising value,

' means.

an operating device responsive to fluid pressure, a fuel feeding device, electromagnetic means governing said feeding device and controlled by said operating deviceso as to make said feedingv device operative in case of sufficient fluid pressure and inoperative in case of insuflicient pressure, an auxiliary device independent of said operating device and adapted to render said electromagnetic means operative at the starting moment before fluid pressure has reached a fixed and a timing device controlled by the auxiliary device to hold said electromagnetic means operative during a fixed period of time independently of said operating device, and a 7 housing accommodating said operating,'auxiliary,

and timing devices as well as said electromagnetic HEINZ SCHIROKAUER. 

